Updated Jeep Wrangler plays on its heritage

The Jeep Wrangler hasn't altered much in appearance over the years but it is constantly evolving, writes Toby Hagon.

Updated Jeep Wrangler plays on its heritage

14 April 2011Toby Hagon

Over the past decade a lot has changed in the four-wheel-drive (or SUV) market but the Jeep Wrangler isn't one of them.

OK, so the core of the Jeep range scored an extra two doors and more than half-a-metre in length in 2007 for the Unlimited but the basic familiar design and rugged premise of the chunky Wrangler is similar to what it's been since the Willys was enlisted in the US Army in the 1940s.

The rough and ready Wrangler continues with its military-inspired styling, though it's constantly evolving. Owners often take the look into their own hands with bigger wheels and tyres, various extras and plenty of chrome bling.

An update earlier this year added a new dashboard with bold, circular air vents, revised switches and dials and a "since 1941" badge stamped on the passenger grab handle.

The interior is a step up, though it's still not as practical as most SUVs. Storage compartments are light on (even the glovebox is small), while the auto gear lever can accidentally be tipped with the driver's knee.

Getting into the compact boot also isn’t as easy as it could be; there’s a glass lift-up section on the removable roof that works well for smaller items or a swing-out door for bulkier things.

Getting into the front requires some flexibility; the lip on the high floor means you have to leap into the cabin.

The Wrangler is one of those cars where less is more; exposed bolts contribute to the utilitarian feel of the cabin, although the speakers in the roof are a neat touch. These days the Wrangler comes with electric windows, tyre-pressure monitors, cruise control and even a stability-control system.

Its removable roof panels and a windscreen that folds down on to the bonnet are features that don't usually rank on lists of standard equipment.

Disappointingly, there are only two front airbags, with optional side airbags costing $450. Under the bonnet there's the choice of two engines; a 3.8-litre V6 (146kW, 315Nm) or recently revised 2.8-litre four-cylinder turbo diesel (147kW, 410Nm for the manual and 460Nm for the auto). With the auto transmission most owners choose, the diesel is a hefty $5000 more than the petrol, though it brings claimed fuel savings; 8.3 litres per 100 kilometres for the diesel versus 12.0L/100km for the petrol.

In real use, though, we found the diesel easily exceeded its claimed figure, using 11L/100km or more. Even on a freeway its fuel use didn't drop markedly, presumably because the familiar blocky shape doesn't exactly slip through the air.

Indeed, the freeway is not the Wrangler Unlimited's natural hunting ground. The firm suspension (we're talking rugged live axles at both ends) can be bouncy and far from well controlled - something that makes country back roads an enlightening experience.

In town, too, the average vision and huge turning circle make tight city streets and parking a challenge. The diesel engine, though, is a grunty offering, muscling from the line smartly and faithfully building speed. It's only at freeway speeds that it feel less lively.

There's no hiding the diesel rattle, either. The five-speed auto shifts well enough, though an extra ratio or two would help its cause - both in ease of use and fuel consumption. It's off-road where the Wrangler really shines.

We didn't get to test this latest Unlimited but have done so in the past. It's a formidable companion, using its high ground clearance (at 257 millimetres it's higher than most regular SUVs by about 50 millimetres), solid underbody protection and rugged mechanicals to good effect. There's also a dual-range transfer case that allows for a separate set of low-range gears for off-road work.

If you are planning to go bush, there's a Rubicon model (referencing the rugged boulder-strewn Rubicon Trail in the US that Jeep uses as a test track) that brings suspension with greater wheel articulation (axles and sway bars can electronically disconnect), locking differentials for the ultimate in traction and a lower final-drive ratio (which also means it uses more fuel).

The Wrangler range starts at $36,000 for the petrol manual, with the turbo diesel costing from $42,000 and the Rubicon starting at $48,000 (plus on-road and dealer costs).